Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
  • B60C11/03—Tread patterns
  • B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C3/00—Tyres characterised by the transverse section
  • B60C3/06—Tyres characterised by the transverse section asymmetric
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C5/00—Inflatable pneumatic tyres or inner tubes
  • B60C5/12—Inflatable pneumatic tyres or inner tubes without separate inflatable inserts, e.g. tubeless tyres with transverse section open to the rim
  • B60C5/14—Inflatable pneumatic tyres or inner tubes without separate inflatable inserts, e.g. tubeless tyres with transverse section open to the rim with impervious liner or coating on the inner wall of the tyre
  • B60C5/142—Inflatable pneumatic tyres or inner tubes without separate inflatable inserts, e.g. tubeless tyres with transverse section open to the rim with impervious liner or coating on the inner wall of the tyre provided partially, i.e. not covering the whole inner wall
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
  • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
  • B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
  • B60C9/2009—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords comprising plies of different materials
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
  • B60C9/28—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by the belt or breaker dimensions or curvature relative to carcass
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
  • B60C9/30—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers asymmetric to the midcircumferential plane of the tyre

Definitions

• the present invention relates to tyres for passenger vehicles. It relates more particularly to tyres suited to sporty driving.
• One of the objectives of the present invention is to reduce the uneven wear of the tread of tyres designed for sporty driving and to improve their endurance while at the same time reducing to the absolute minimum the weight added to the tyre and the stiffening of the crown.
• This objective is achieved through at least one narrow stiffening reinforcement astutely positioned under the crown of the tyre.
• a tyre configured to be mounted on a mounting rim of a wheel of a vehicle, comprising:
• each bead comprising at least one annular reinforcing structure
• tread is divided, by the median plane of the tyre, into:
• first semi-tread which extends axially from said median plane toward a first axial edge of the tread, the first semi-tread comprising a first main circumferential groove opening onto the rolling surface
• the tyre further comprises an additional stiffening reinforcement comprising a plurality of substantially radially directed thread-like reinforcing elements, that is to say thread-like reinforcing elements that make an angle greater than or equal to 60° (and preferably 80°) and less than or equal to 90° with the circumferential direction, this additional stiffening reinforcement being situated radially on the inside of the carcass reinforcement and in direct radial alignment with said first main circumferential groove.
• the additional stiffening reinforcement extends axially on the outside of the axially outermost point of said first main circumferential groove, such that, in any radial cross section, the axial distance DEE1 between the axially outermost point of the additional stiffening reinforcement and the axially outermost point of said first main circumferential groove is less than or equal to 75% of an axial distance DAE1 , this axial distance DAE1 being defined: either, if there is no circumferential groove opening onto the rolling surface axially between said first main circumferential groove and said first axial edge of the tread, as the axial distance between the axially outermost point of said first main circumferential groove and said first axial edge of the tread,
• the additional stiffening reinforcement extends axially on the inside of the axially innermost point of said first main circumferential groove, such that, in any radial cross section, the axial distance DEI1 between the axially innermost point of the additional stiffening reinforcement and the axially innermost point of said first main circumferential groove is less than or equal to 75% of an axial distance DAM , this axial distance DAM being defined:
• the carcass reinforcement comprises a plurality of carcass reinforcing elements and the carcass reinforcing elements are textile.
• the thread-like reinforcing elements of the additional stiffening reinforcement are preferably textile, but could equally be made of metal.
• the thread-like reinforcing elements of the additional stiffening reinforcement have an extension modulus greater than or equal to 1 GPa and the additional stiffening reinforcement has a reinforcing element density greater than or equal to 100 per dm.
• the tread has no additional circumferential groove opening onto the rolling surface axially between said first main circumferential groove and said first axial edge of the tread.
• the circumferential groove closest to the first axial edge of the tread which is likely to find itself furthest toward the outside of the tyre with respect to the centre of the bend is provided with an additional stiffening reinforcement.
• the axial distance DEE1 between the axially outermost point of the additional stiffening reinforcement and the axially outermost point of said first main circumferential groove is less than or equal to 50% of the axial distance between the axially outermost point of said first main circumferential groove and the axially innermost point of said additional circumferential groove.
• the tyre When the tyre is an asymmetric tyre, as a result of its structure or of the composition of the tread, it has a predetermined direction of mounting. In other words, the tyre has a side which has to face the outside of the vehicle when the tyre is mounted on the vehicle. In this specific case, it is advantageous that the tyre has just one single additional stiffening reinforcement and that the first axial edge of the tread lies on that side of the tyre which, when the tyre is mounted on the vehicle in said predetermined direction of mounting, faces the outside of the vehicle.
• the second semi-tread has a second main circumferential groove opening onto the rolling surface, the tyre further comprising a second additional stiffening reinforcement comprising a plurality of substantially radially directed thread-like reinforcing elements, this second additional stiffening reinforcement being situated radially on the inside of the carcass reinforcement and in direct radial alignment with said second main circumferential groove.
• the second additional stiffening reinforcement extends axially on the outside of the axially outermost point of said second main circumferential groove, such that, in any radial cross section, the axial distance DEE2 between the axially outermost point of the second additional stiffening reinforcement and the axially outermost point of said second main circumferential groove is less than or equal to 75% of the axial distance DAE2, this axial distance DAE2 being defined:
• the second additional stiffening reinforcement extends axially on the inside of the axially innermost point of said second main circumferential groove, such that, in any radial cross section, the axial distance DEI2 between the axially innermost point of the second additional stiffening reinforcement and the axially innermost point of said second main circumferential groove is less than or equal to 75% of the axial distance DAI2, this axial distance DAI2 being defined:
• the axial distance DEE2 between the axially outermost point of the second additional stiffening reinforcement and the axially outermost point of said second main circumferential groove is less than or equal to 50% of the axial distance between the axially outermost point of said second main circumferential groove and the axially innermost point of said additional circumferential groove.
• Figure 1 depicts a tyre according to the prior art.
• Figure 2 depicts a partial perspective view of a tyre according to the prior art.
• Figure 3 depicts, in radial cross section, one quarter of a tyre according to the prior art.
• Figures 4 and 5 illustrate how the axial edge of a tread is determined.
• Figures 6 to 9 schematically depict the deformation that a tyre according to the prior art undergoes when it experiences substantial transverse loading.
• Figures 10 to 16 depict, in radial cross section, one portion of a tyre according to an embodiment of the invention.
• Figures 17 and 18 show the effect that the width of the additional stiffening reinforcement has on the deflection of a tyre.
• the expression refers to a radius of the tyre. It is in that sense that a point P1 is said to be “radially inside” a point P2 (or “radially on the inside of” the point P2) if it is closer to the axis of rotation of the tyre than is the point P2. Conversely, a point P3 is said to be “radially outside” a point P4 (or “radially on the outside of” the point P4) if it is further from the axis of rotation of the tyre than is the point P4. Progress “radially inward (or outward)” will mean progress toward smaller (or larger) radii. In terms of radial distances, it is this sense of the word that applies also.
• a "radial direction” is a direction parallel to a radius of the tyre and that intersects the axis of rotation of the tyre.
• the carcass reinforcement of a tyre extends from one bead to the other.
• the additional stiffening reinforcement is said to lie "radially on the inside of the carcass reinforcement" what that means is that the radial direction passing through any arbitrary point on the additional stiffening reinforcement has an intersection with the carcass reinforcement that is radially on the outside of the additional stiffening reinforcement.
• the additional stiffening reinforcement would be said to lie "radially on the inside of the carcass reinforcement" when, in any radial cross section, it lies radially on the inside of the line passing through the radially outermost point of each of the portions.
• a thread or a reinforcement is said to be "radial" when the thread or the reinforcing elements of the reinforcement make an angle greater than or equal to 80° and less than or equal to 90° with the circumferential direction.
• thread is to be understood in a very general sense of the word and encompasses threads in the form of monofilaments, multifilaments, a cord, a yarn or an equivalent assembly, irrespective of the material of which the thread is made or of the coating applied to it to enhance its bonding with the rubber.
• a "radial cross section” or “radial section” here means a cross section or a section on a plane which contains the axis of rotation of the tyre.
• An "axial” direction is a direction parallel to the axis of rotation of the tyre.
• a point P5 is said to be “axially inside” a point P6 (or “axially on the inside of” the point P6) if it is closer to the median plane of the tyre than is the point P6.
• a point P7 is said to be “axially outside” a point P8 (or “axially on the outside of” the point P8) if it is further from the median plane of the tyre than is the point P8.
• the “median plane” of the tyre is the plane which is perpendicular to the axis of rotation of the tyre and which lies equal distances from the annular reinforcing structures of each bead.
• a “circumferential” direction is a direction perpendicular both to a radius of the tyre and to the axial direction.
• a “circumferential section” is a section on a plane perpendicular to the axis of rotation of the tyre.
• roller surface is all the points on the tread of a tyre that come into contact with the ground when the tyre is rolling.
• a circumferential groove is said to be “main” when it is associated with an additional stiffening reinforcement.
• the term “main” does not therefore mean that such a circumferential groove is wider, deeper, etc. than some other groove, but serves solely to distinguish the grooves that lie in direct radial alignment with an additional stiffening reinforcement.
• the expression "rubber compound” denotes a composition of rubber containing at least one elastomer and one filler.
• FIG. 1 schematically depicts a tyre 10 according to the prior art.
• the tyre 10 comprises a crown comprising a crown reinforcement (not visible in Figure 1 ) surmounted by a tread 40, two sidewalls 30 extending the crown radially inwards, and two beads 20 radially inside of the sidewalls 30.
• FIG. 2 schematically depicts a partial perspective view of a tyre 10 according to the prior art and illustrates the various components of the tyre.
• the tyre 10 comprises a carcass reinforcement 60 made up of threads 61 coated with rubber compounds, and two beads 20 each comprising annular reinforcing structures 70 which hold the tyre 10 on the rim (not depicted).
• the carcass reinforcement 60 is anchored in each of the beads 20.
• the tyre 10 further comprises a crown reinforcement comprising two plies 80 and 90.
• Each of the plies 80 and 90 is reinforced with thread-like reinforcing elements 81 and 91 which are parallel within each layer and cross from one layer to the next, making angles ranging between 10° and 70° with the circumferential direction.
• the tyre further comprises a hooping reinforcement 100, arranged radially on the outside of the crown reinforcement, this hooping reinforcement being formed of circumferentially directed spiral-wound reinforcing elements 101 .
• a tread 40 is laid on the hooping reinforcement; it is this tread 40 that provides contact between the tyre 10 and the road surface.
• the tyre 10 depicted is a "tubeless" tyre: it comprises an "inner liner" 50 made of a rubber compound impervious to the inflation gas, covering the interior surface of the tyre.
• FIG. 3 schematically depicts, in radial cross section, one quarter of a reference tyre 10 of the EnergyTM Saver type commercialized by Michelin.
• the tyre 10 comprises two beads 20 configured to come into contact with a mounting rim (not depicted), each bead 20 comprising a bead wire 70.
• Two sidewalls 30 extend the beads 20 radially outwards and meet in a crown 25 comprising a crown reinforcement formed of a first layer of reinforcing elements 80 and of a second layer of reinforcing elements 90, and radially surmounted by a tread.
• the tread is divided, by the median plane 130 of the tyre, into a first semi-tread 41 which extends axially from the median plane 130 of the tyre toward a first axial edge 45 of the tread, the first semi-tread comprising a first circumferential groove 141 opening onto the rolling surface, and a second semi-tread (not depicted) that extends axially from said median plane 130 toward a second axial edge of the tread.
• the axial edge is the point at which the angle a (alpha) between said tangent and an axial direction is equal to 30°.
• the axial edge 45 has been determined in this way.
• Each layer of reinforcing elements 80 and 90 comprises thread-like reinforcing elements, coated in a matrix formed of rubber compound.
• the reinforcing elements of each layer are substantially mutually parallel; the reinforcing elements of the two layers cross from one layer to the next at an angle of about 20° to 30°, as is well known to those skilled in the art for tyres known as radial tyres.
• the tyre 10 further comprises a carcass reinforcement 60 which extends from the beads 20 through the sidewalls 30 as far as the crown 25.
• This carcass reinforcement 60 here comprises thread-like reinforcing elements that are directed radially, that is to say that make an angle greater than or equal to 80° and less than or equal to 90° with the circumferential direction.
• the carcass reinforcement 60 comprises a plurality of carcass reinforcing elements shown as threads 61 in Fig. 2.
• the carcass reinforcement is anchored in the two beads 20 by wrapping around the bead wire 70, so as to form, in each bead, a main portion 62 and a wrapped-around portion 63.
• the wrapped-around portion extends radially to the outside as far as an end 64.
• Figures 6 to 9 schematically depict the deformation of a tyre according to the prior art, inflated to 3 bar and heavily loaded (load of 7100 N) when it experiences substantial transverse loadings (camber: -4.4°, transversal slip rate: 3 m/s).
• Figure 6 corresponds to a view in the direction of forward travel of the tyre.
• the reference 2 indicates the axis of rotation of the tyre 10 and the reference 3 the ground on which the tyre 10 is rolling.
• Figure 7 depicts the footprint of the tyre 10 on the ground 3. To a first approximation, this footprint is in the shape of a trapezium 4 the long side 5 of which is on that side of the vehicle on which the tyre 10 is mounted that lies on the outside with respect to the centre of the bend. As Figure 7 shows, the footprint of the outermost rib with respect to the centre of the bend is reduced. In the region that bears the reference 6, this rib is losing contact with the ground, and this has the effect of increasing the local loading in the region bearing the reference 7, that is to say in the vicinity of the corner edge of the adjacent rib.
• Figure 8 shows, in radial cross section, that part of the tyre 10 that is in contact with the ground 3.
• Figure 9 gives a detail of this view. The heavy deformation of the tread in proximity to the groove 141 can be seen, with a distinct loss of contact with the ground in the region axially on the outside of the groove 141. This loss of contact can occur because, in the vicinity of the groove, the crown of the tyre is experiencing a great deal of meridian flexing.
• the present invention seeks to reduce this uneven wear.
• the objective is achieved with a tyre according to an embodiment of the invention, such as the tyre depicted in Figure 10.
• This tyre has two beads 20 configured to come into contact with a mounting rim (not depicted), each bead comprising a bead wire 70, two sidewalls 30 extending the beads 20 radially outwards, the two sidewalls meeting in a crown comprising a crown reinforcement 80, 90 surmounted by a tread 40 comprising a rolling surface.
• the tyre 10 also comprises a carcass reinforcement 60 extending from the beads 20 through the sidewalls 30 as far as the crown, the carcass reinforcement being anchored in the two beads 20, in this instance by wrapping them around the bead wire 70.
• the tread 40 is divided, by the median plane 130 of the tyre 10, into a first semi- tread 41 which extends axially from the median plane 130 toward a first axial edge 45 of the tread 40, the first semi-tread 41 comprising a first main circumferential groove 141 opening onto the rolling surface, and a second semi-tread 42 which extends axially from the median plane 130 toward a second axial edge 46 of the tread.
• the tyre further comprises an additional stiffening reinforcement 151 comprising a plurality of textile or metal thread-like reinforcing elements that are directed "substantially radially", that is to say which make an angle greater than or equal to 60° (and preferably 80°) and less than or equal to 90° with the circumferential direction.
• This additional stiffening reinforcement 151 lies radially on the inside of the carcass reinforcement 60 and in direct radial alignment with the first main circumferential groove 141 .
• the axial width of the additional stiffening reinforcement 151 is carefully limited. It extends both axially outside of the axially outermost point 141 1 of the first main circumferential groove 141 and axially on the inside of the axially innermost point 1412 of the first main circumferential groove 141.
• the precise criteria are illustrated in Figures 1 1 to 16.
• Figure 1 1 depicts, in radial cross section, one portion of a tyre 10 according to an embodiment of the invention.
• the tread comprises one single first main circumferential groove 141 .
• the additional stiffening reinforcement 151 which lies in direct radial alignment with this groove extends axially on the outside of the axially outermost point 141 1 of the first main circumferential groove 141 , such that, in any radial cross section, the axial distance DEE1 between the axially outermost point 151 1 of the additional stiffening reinforcement 151 and the axially outermost point 141 1 of the first main circumferential groove 141 is less than or equal to 75% of the axial distance DAE1.
• this axial distance DAE1 is defined as being the axial distance between the axially outermost point 141 1 of the first main circumferential groove 141 and the first axial edge 45 of the tread 40.
• DEE1 0.1 ⁇ DAE1.
• the additional stiffening reinforcement 151 extends axially on the inside of the axially innermost point 1412 of the first main circumferential groove 141 , such that, in any radial cross section, the axial distance DEM between the axially innermost point 1512 of the additional stiffening reinforcement 151 and the axially innermost point 1412 of said first main circumferential groove 141 is less than or equal to 75% of the axial distance DAM .
• this axial distance DAM is defined as being the axial distance between the axially innermost point 1412 of said first main circumferential groove 141 and the second axial edge 46 of the tread 40.
• DEI1 0.06 ⁇ DAM .
• Figure 12 shows the case where there is an additional circumferential groove 161 opening onto the rolling surface between the first main circumferential groove 141 and the second axial edge 46 of the tread 40.
• the axial distance DAM is then defined as the axial distance between the axially innermost point 1412 of the first main circumferential groove 141 , and that point 161 1 of said additional circumferential groove 161 that is axially closest to said first main circumferential groove 141 .
• DEI1 0.13 ⁇ DAM .
• the definition of DAE1 is unchanged by comparison with the situation depicted in Figure 1 1 .
• Figure 13 shows the case where there is an additional circumferential groove 162 opening onto the rolling surface between the first main circumferential groove 141 and the first axial edge 45 of the tread 40.
• the axial distance DAE1 is then defined as the axial distance between the axially outermost point 141 1 of the first main circumferential groove 141 and the axially innermost point 1622 of said additional circumferential groove 162.
• DEE1 0.29 ⁇ DAE1.
• the definition of DAM is unchanged by comparison with the situation depicted in Figure 1 1 .
• the distance DEE1 it is preferable for the distance DEE1 to be less than or equal to 50% of the axial distance between the axially outermost point 141 1 of said first main circumferential groove 141 and the axially innermost point 1622 of said additional circumferential groove 162.
• tyres which do not have such a predetermined direction of mounting either because they are quite simply symmetric or because they are "directional". What is meant here by a tyre that is said to be “directional” is that it has a preferred direction of rotation. Such a tyre will be mounted on the vehicle in such a way that its preferred direction of rotation corresponds to the direction of rotation of the tyre as the vehicle moves forward.
• Figure 15 depicts, in radial cross section, a portion of such a tyre.
• the second semi-tread 42 comprises a second main circumferential groove 142 opening onto the rolling surface and the tyre comprises a second additional stiffening reinforcement 152 comprising a plurality of substantially radially directed thread-like reinforcing elements.
• This second additional stiffening reinforcement 152 lies radially on the inside of the carcass reinforcement 60 and in direct radial alignment with the second main circumferential groove 142.
• the second additional stiffening reinforcement 152 extends axially on the outside of the axially outermost point 1421 of said second main circumferential groove 142, such that the axial distance DEE2 between the axially outermost point 1521 of the second additional stiffening reinforcement 152 and the axially outermost point 1421 of said second main circumferential groove 142 is less than or equal to 75% of the axial distance DAE2. Because there is no circumferential groove axially between the second main circumferential groove 142 and the second axial edge 46 of the tread 40, the axial distance DAE2 is defined as being the axial distance between the axially outermost point 1421 of the second main circumferential groove 142 and the second axial edge 46 of the tread.
• the second additional stiffening reinforcement 152 extends axially inside the axially innermost point 1422 of the second main circumferential groove 142, such that the axial distance DEI2 between the axially innermost point 1522 of the second additional stiffening reinforcement 152 and the axially innermost point 1422 of said second main circumferential groove 142 is less than or equal to 75% of the axial distance DAI2.
• the axial distance DAI2 is defined as being the axial distance between the axially innermost point 1422 of the second main circumferential groove 142 and the axially innermost point 1412 of the first main circumferential groove 141 .
• DAM DAI2.
• DAE2 corresponds to the axial distance between the axially outermost point 1421 of said second main circumferential groove 142 and the axially innermost point 1652 of said additional circumferential groove 165 axially between the second main circumferential groove 142 and the second axial edge 46 of the tread.
• this is defined as being the axial distance between the axially innermost point 1422 of said second main circumferential groove 142 and that point 1642 of the additional circumferential groove 164 (axially between the second main circumferential groove 142 and the first main circumferential groove 141 ) that is axially closest to said second main circumferential groove 142.
• the axial distance DEE2 between the axially outermost point 1521 of the second additional stiffening reinforcement 152 and the axially outermost point 1421 of said second main circumferential groove 142 is less than or equal to 50% of the distance DAE2 as defined in the previous paragraph.
• Figures 17 and 18 illustrate how important it is to choose the axial width of the additional stiffening reinforcement with care.
• the graph of Figure 18 shows the deflection F of the crown block of a tyre, part of which is depicted in Figure 17, as a function of the axial width L of the additional stiffening reinforcement.
• the deflection F is indicated in Figure 9. It characterizes the tilting of the crown block and, as a result, the degradation of the adjacent portions.
• the optimal width is the width at which the deflection is at a minimum, in this instance 24 to 26 mm. When the width is increased beyond this optimum value, the situation deteriorates again. By increasing the length of the additional stiffening reinforcement to 36 mm, it becomes entirely ineffective.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
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• 2009
  • 2009-12-14 FR FR0958929A patent/FR2953762B1/fr not_active Expired - Fee Related
• 2010
  • 2010-11-29 JP JP2012542453A patent/JP2013513505A/ja not_active Abandoned
  • 2010-11-29 WO PCT/EP2010/068426 patent/WO2011073022A1/en active Application Filing
  • 2010-11-29 CN CN201080056391.9A patent/CN102652065B/zh not_active Expired - Fee Related
  • 2010-11-29 BR BR112012014318A patent/BR112012014318A8/pt not_active Application Discontinuation
  • 2010-11-29 EP EP10795635.1A patent/EP2512827B1/en not_active Not-in-force
  • 2010-11-29 IN IN4936DEN2012 patent/IN2012DN04936A/en unknown
  • 2010-11-29 US US13/516,177 patent/US20130000803A1/en not_active Abandoned
  • 2010-11-29 RU RU2012130013/11A patent/RU2527590C2/ru not_active IP Right Cessation

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